Internal-combustion-engine governor.



G. W. TOPPING:

INTERNAL COMBUSHON NGINE GOVERNOR.

APPLxcATloN FILED MAY l, me.

GEORGE WALLIS TOPPING, OF BROOKLYN, NEW YORK.

INTERNAL-COMBUSTION-ENGINE GOVERNOR.

To all 'whom t may concern:

Be it known that I, GEORGE W. TOPP'ING', a citizen of the United States, and a resident of the city of New York, borough of Brooklyn, in the county of Kings and State of New York, have invented a new and Improved lnternal-Combustion-Engine Governor, of which the following is a full, clear, and exact description;

Among the principal. objects which the present invention has in view are: to provide a mechanism controlling the supply of fuel to an engine of the character mentioned; to provide an automatic mechanism for the purpose mentioned; to provide means for adjusting the automatic mechanism so that the same will operate in correspondence with the engine to which it is applied; .and to provide means for manually controlling the employment cf said governor.

DrawngaFigure 1 is a longitudinal vertical section of a governor constructed and arranged in accordance with the present invention; F ig. 2 is a cross section taken as on .the line 2-2 in Fig. 1; Fig. 3 is a cross section taken as on the line 3-3 in Fig. 1.

Description- As seen in the drawings, a fuel supply pipe 8 is provided with a Inanually-operated buttery valve 9. Under noru mal conditions the fuel flows from a carbureter to the engine in the direction indicated by the arrows in Fig. l. 'When the valve 9 is closed, as shown in F ig. 1 of the drawings, the fuel is diverted to pass through the branch pipe 10, into the governor casing 11, and from thence by way of a branch pipe 12, to that portion of the pipe 8 between the valve 9 and the engine.

The casing 11 is rectangular in cross section. The casing is divided lengthwise by a short horizontal partition 13, so arranged as to form an upper passage 14 and a lower passage 15 within the casing 11. The passages 14 and 15 above mentioned are closed by butterfly valves 16 and 17, respectively, and in correspondence with the operation of a rocking'plane 18. Theplane 18 is operatively connected with the said valves 16 and 17 by rods 19 and 20, respectively. Normally the plane 18 is held by a weight 21, in the inclined position shown in Fig. 1 of the drawings. When the plane 18 is in this position, the valve 16 is closed, the free edges seating on the abutments 22 to effectively close the passage 15. When the plane 18 is so placed, the valve 17 is rocked to the posiv Specification of Letters Patent.

p Patented Jan. 16, 1917.-

Application filed May 1, 1916. Serial N o. 94,656.

It will be noted that one edge of the valve 17 is juxtaposed to the lower edge of the plane 18, with the effect that the upper half of the passage 15 is effectively closed, leaving the lower half of the said passage free to deliver fuel to the branch pipe 12 and pipe 8 on the engine side of the valve 9.

The lower half of the passage 15 is constructed to supply a limited quantity of gas. lVhen the amount of gas is insuiiicient or when the pull or suction of the engine requires a larger quantity of fuel, the pressure vof said fuel in the upper half of the passage 15 bears upon the rear side of the lower half i of the plane 18 with suiiicient force to overcome the weight 21 and to rock the plane 18 to-ward the vertical position thereof. When the plane 18 is rocked as stated, the valves 16 and 17 are moved by reason of the rods 19 and 20 connecting the said valves with the plane 18, to the partially opened positions where it will be found the maximum or required quantity of fuel is permitted to pass through both the passages 14 and 15. It will be noted that the capacity of the passages 14 and 15 is-in excess of the capacity of the branches 10 and 12. Thus, when the passages 14 and 15 are both freely opened, there is no reduction in the quantity of fuel supplied to the engine. When,'how ever, the operation of the engine is slowed or otherwise reduced to the normal, the weight 21 operates to rock the plane 18 toward the normal position shown in F ig. 1 of the drawings, thereby limiting or regulating the supply of fuel to the speed or suction of the engine.

If in the operation of the governor, it becomes necessary t0 limit the supply of fuel entering the passages 14 and 15, this is accomplished by means of the manually operated valves 24 and 25. These valves 24 and 25 extend across the passages 14 and 15, respectively, to partially or entirely close the same, or either of them, at the will of the operator.

Operation-Having a governor constructed and arranged as above described and as shown in the accompanying drawings, the operation is as follows: When the engine is to be started, the butterfly valve 9 is opened to its fullest capacity. The passage through the pipe 8 is then clear and the suction of the engine operates directly upon the carburetei to draw fuel therefrom. 1When the engine is started, the valve 9 is closed, and the fuel taken by the engine is thereafter compelled to travel by way of the branch 10, the lower half of the passage 15, in the casing 11, and the branch 12. YVhen, now, the speed of the engine is increased, or for any other reason'the engine demands an increased supply of fuel, the pressure on the back of the lower half of the plane 18 rocks the said plane to open the valve 16 in the passage 14. The increased opening thus effected for the passage of fuel is proportioned nicely to the demands of the engine. As the demand for fuel increases or diminishes, the plane 18 rocks toward or away from its vertical position to more fully open or close the valve 16, and thereby increase or diminish the passage opening for fuel to the engine with which the governo-r is installed. lf during the operation the engineer finds the governor too sensitive, this may be remedied by closing partially the valve 25. This disposition of the valveV 25 limits the capacity of the passage 15, and relieves the pressure on the back of the lower half of the plane 18. Y

When it is desired Vto discontinue the operation of the governor, this may be accomplished by clcsing both valves 24 and 25. Thereafter the valve 9 may be used as a throttle for the supply of fuel to the engine in the usual manner.

To relieve the excess pressure in thepipe 12 when the engine back-fires, valve 26 is provided. 'I he valve 26 is pivotally mounted on. the hinge pin 27, and is held normally closed by a tension spring 28.

Claims: Y

1; An apparatus as characterized comprising a manifold pipe for operatively connecting an engine with a carbureter; a valve operable to close said pipe; means embodying a series of passages operatively connected with said pipe at opposite sides of said' valve forming a by-pass around said valve; a series of valves for closing said passages; a pressure-actuated member operatively mounted for extension partially across said passages and operated by fluid passing therethrough, said member being operatively a safetyl connected with said valves for closing said passages for operating the same for relatively reverse results; and yielding means operatively connected with said member for normally disposing the same to open one of said passage-controlling valves and to close Vvthe other of said passage-controlling valves.

2. An apparatus as characterized comprising a manifold pipe for operatively connecting an engine with a carbureter; a valve operable to close said pipe; means embodying a series of passages operatively connected with said pipe at opposite sides of said valve forming a by-pass around said valve; a series of valves for closing said passages; a pressure-actuated member operatively mounted for extension partially across said passages and operated by Huid passing therethrough, said member being operatively connected with said valves for closing said passages for operating the same for relatively reverse results; yielding means operatively connected with said member for normally disposing the same to open one of said passage-controlling valves and to close the other of said passage-controlling valves, and a plurality of manually controlled auxiliary valves disposed in said passages for controlling the liow therethrough for regulating the proportionate pressure of said fluid on said member.

3. An apparatus as characterized comprising a delivery pipe for a carbureter; a by-pass memberV having a plurality of pas-Y sages operative-ly connected with said by-v pass member at both ends thereof; aplu- Yrality of passage-closing valves pivotally mounted in the passages in said by-pass 'member; a pressure actuated pivotally disposed member operatively connected with each of said valves for alternating the active positions; and means for automatically rocking said member to a position wherein one of said passage-closing valves is opened and one .of said passage-closing valves is closed.

In testimony whereof I have signed my naine to this specification in the presence of two subscribing witnesses.

Geenen WALLIS Torrnve.

Witnesses Gro. J. REI-mami, JOHN A. REHKAMP.

Copies ot this patent may be obtained for ve cents'each, by addressing the Commissioner of Patents,

Washington, D. C. 

